2022 Honda CRF250R Review

Honda has gone all-out with the 2022 Honda CRF250R to thrust the red brigade to the front the 250cc four-stroke pack. It is a timely update for the CRF in a category that is largely judged by sheer horsepower, but the engineers at Honda know that when and where that power is produced is just as important as the final power output figures.

The new 2022 Honda CRF250R comes with a lot of changes and it’s not just about the engine. The frame has been revised making it lighter and narrower with 20 percent less lateral rigidity, the shrouds are new, and the rear of the seat is lower.

The Showa rear shock has also been updated with 5mm added to the stroke and, as you can see, the twin exhaust of the previous model is gone with a new single header and muffler in its place. That takes us to the engine department, where the major updates are hiding and where the rest of the improvements stem from.

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Recent versions of the CRF250R were lagging in the power department compared to some of the competition but the 2022 model is all about taking charge in that area. The redesigned engine produces more power from the first twist of the throttle thanks to new cam profiles, new valve timing, a new press-fit cam sprocket and new ignition timing.

The injector lean angle has been altered from 30-degrees to 60-degrees and there is a huge increase of 78 per cent more volume in the airbox, with a new shape to the air-filter along with a straight and short intake. A revised exhaust port that is straighter leads to the new single header and muffler. Honda claims this all adds up to a 20 percent increase in power at 6,500rpm.

When you ride it, you instantly notice the bike has more torque lower in the revs which makes it easier to ride. In many instances this mean less or no clutch required to get the red rocket firing from turn to turn. It even enabled pulling a gear higher in some sections which is a pretty big deal.
The power delivery is good and spread wider across the rev-range, so it takes less skill to get that plentiful power to the ground. The CRF still revs out like a demon and keeps on making power which will please all the rev-heads out there that love squeezing every last drop of juice from every gear.

Honda didn’t stop at making the engine perform better, with plenty of effort going into ensuring the CRF remains durable and reliable. Cooling has been improved by increasing the radiator and shroud capabilities. The radiator area has been boosted by 6 percent with a new lean angle and number of fins. As a result, the shrouds are new with a thinner and slimmer section between the legs. Combined with the new frame, this allows more rider control.

The transmission ratios have been modified and there is a new, thicker water pump gear. A new clutch with an added clutch plate takes the plate-count to nine. This is said to improve durability and less slip at peak horsepower.

The big topic with the clutch is the system remains cable-operated, unlike the Honda CRF450R that utilizes a hydraulic operation. A cable operation does seem outdated, but the feel and operation of the CRF250R cable clutch is very good. Sitting on the bike in the carpark and fiddling around with it, the cable clutch does feel outdated, but on the track, the feel and operation of the clutch does not even enter your mind. The pull is light and familiar, and it works well. Is the cable clutch a deal-breaker? No way. In fact, I wouldn’t say it’s any heavier than most hydraulic clutches – it just has a different feel through the lever.

Honda claims the CRF250R is now 4kg lighter thanks to the weight saving on the frame and engine, leaning-out the curb weight to 104kg. When you consider the move to a single exhaust header and muffler it’s hard not to believe them. Do you notice the weight saving on the track? No, I didn’t. But the bike is light, agile and planted. The combination of the chassis and the Showa suspension work a treat and the way the power is delivered makes this bike a hell of a lot of fun.

On top of that, the HRC Launch Control gives the rider three options of power delivery. A simple push of a button located just above the kill switch in the same switch-block can tame the power to a very mellow machine that reduces wheel spin. This is ideal for greasy clay or loose rocks. The second map brings the engine to life with a noticeable increase in power output across the rev-range. Push the button again for the third map option is how you unleash the beast for the full-power effect. From the first crack of the throttle you get strong, smooth power that increases steadily as you roll on the throttle. This triple-option power map is a standard feature that is a valuable asset to this bike.

The 49mm Showa fork and Showa shock form an excellent package. There is a huge range of functional adjustment available to suit riders from C-grade to A-grade. It’s only when pushing the envelope to elite level where a rider would be left looking for more. The same can be said for the engine.

Kyle Webster is Australia’s leading 250cc motocross racer who has spent the majority of the past year on a 2021 CRF250R.

“As a base model, straight out of the crate, this thing is really good,” said Webster. “Where the power is and the chassis, it’s much nicer that the 2021 model and at a higher level. I could see myself racing this thing 100 percent stock at a local race and not be left looking for anything more. The power is more usable, and I am a huge fan of the new single exhaust system. Not just for the looks and weight saving but having two header pipes beneath the radiator could contribute to increased heat in the older model. If there was anything I would look at changing from stock to go racing, it is the suspension because it feels just a little bit soft for me at race pace.”

To give some perspective on Webster’s speed and skill, I backed off the suspension clickers front and rear by five clicks to get comfortable. The test track was technical and steep with jumps and drop-offs beyond my ability, so it was impressive to watch Webster dominate the track on the dead-stock CRF and do it in style, leaving no doubt in my mind of what this bike is capable of.

ENGINE
Engine type: Liquid-cooled four-stroke, DOHC, four-valve
Capacity: 249.4cc
Bore x stroke: 79 × 50.9mm
Compression ratio: 13.9:1
Fuel system: Electronic fuel injection

TRANSMISSION
Type: 5-speed
Final drive: Chain

CHASSIS AND RUNNING GEAR
Frame: Aluminium
Front suspension: 49mm Showa Telescopic fork
Rear suspension: Showa adjustable link-type
Front brake: Hydraulic single disc, 260mm
Rear brake: Hydraulic single disc, 240 mm
Front tyre: 80/100-21 Pirelli Scorpion MX32
Rear tyre: 100/90-119 Pirelli Scorpion MX32

DIMENSIONS
Claimed curb weight: 104kg
Overall length: 2177mm
Overall width: 827mm
Overall height: 1265mm
Seat height: 961mm
Wheelbase: 1477mm
Ground Clearance: 333mm
Fuel tank capacity: 6.3lt

OTHER STUFF
Price: $12,199
Colours: Extreme Red
Warranty:
Bike supplied by: motorcycles.honda.com.au